US2219335A - Fluid dispensing apparatus - Google Patents

Description

8 Sheets-Sheet 1 l a! ii 3 Mia i Q 4%,

"INVENTOR DAV/D JZCLTAN BY .7

'TORNETS Oct. 29, 1940. o. SAMIRAN FLUID DISPENSING APPARATUS Filed Nov. 14, 1938 Oct. 29, 1940. D, M AN 2,219,335

'FLUID DISPENSING APPARATUS Filed Nov. 14, 1958 s Sheet-Sheet 2 TTORNYJ Oct. 29, 1940. o. SAMIRAN FLUID DISPENSING APPARATUS 8 Sheets-Sheet 5 Filed Nov. 14, 193B roams 3 Oct. 29, 1940. D. SAMIRAN FLUID DISPENSING APPARATUS Filed Nov. 14, 1938 8 Sheets-Sheet 4 I //Vl/ENTOR DAV/D SAM/RAN Oct. 29, 1940. D. SAMIRAN FLUID DISPENSING LPPARATUS Filed Nov. 14, 1938 8 Sheets-Sheet 5 [NI ENTOR 04 4/ 0 SAM/PAN Oct. 29, 1940; o. SAMIRAN 2,219,335

' FLUID DISPENSING PPARATUS Filed Nov. 14, less a Sheets-Sheet e 70R, o j v VEN rat Oct. 29, 1940. D. SAMIRAN FLUID DISPENSING -APPARATUS F iled Nov. 14, 1958 a Sheets-Sheet 7 OQM N.

I //V1/E/V7"OR DAV/D (SAM/PAN I Tram Nays Brig Z III all D. SAMIRAN FLUID DISPENSING APPARATUS Oct. 29, '1940.

Filed NOV. 14; 1958 8 Sheets-Sheet 8 m v DNV 1 8 .w M w. Em -Nv I 3 I NR. I vwv n "J. QR. W \MN mm 7 m v QM N Patented Get. 29, 1940 UNITED STATES PATENT oFFica 4 Claims.

(Granted under the act of amended April 30, 1928;

The invention described herein may be manufactured and used by orfor the Government for. governmental purposes, without the payment to me of any royalty thereon.

The present invention relates in general to'fluid segregating apparatus and more particularly to pressure feed fluid dispensing systems in which a separation of fluids of different density is obtained:

The invention relates in part to improvements in my Patent No. 2,120,266, issuedJune 14, 1938,

and further illustrates two additional pressuredispensing systems in which fluid impelling or flowing means other than that intended for consumption is employed to deliver a fuel such as gasoline to and or from fuel tanks in direct connection with internal combustion engines.

In the first system illustrated below, I deal with underground storage tanks and utilize the two alternately repeating steps of driving water ini. tially contained in one of such tanks into awaste drain through replacement introduction of gasoline from a railway tank car or equivalent supply source, then of driving the newly introduced gaso-' line from said tank to servicing pits such-as those provided in connection with any modern flying field by re-introduction of water into said tank from any suitable pressure source. The rate at which the latter step advances is regulated by the amount of usage of the discharge mechanisms (such as 14 of my Patent No. 2,120,266)

i. e., the amount of fuel "serviced from the aforesaid pits. In the second system illustrated below, I have not elected to show initial presence of water in the storage tanks. For simplicitys sake, the tanks are assumed to be empty prior to their initial filling with gasoline on the ground. Once in the air, the second step noted in my first illustrated system is utilized to effect air delivery of fuel from storage tank to consuming engine; i. e., water pumped from a lighter-than-air craft water recovery system is utilized to impel fuel from storage tank to engine carburetor.

While dump valves are shown for ground emptying of water filled storage tanks, it is at' once apparent that such emptying can equally well be accomplished by introduction of the double acting segregator forming part of my first illustrated system. In addition to the above two systems, I have further illustrated below application of the aforesaid double acting segregator (of Fig. 5) to the fluid dispensing apparatus of my Patent No. 2,120,266 issued June 14, 1938. v

The novelty for the first illustration of my invention resides in the installation of a single tank will substantially equal consumption.

March 3, 1883, as am 0. G. 757) double acting segregation in such a manner that for one setting of the valves controlling its piping system, top tank introduction of gasoline or equivalent fuel-from a railway tank car or equivalent source causes 5 "bottom tank withdrawal of water into an awaiting drain pipe. At the instant of complete water egress, the segregatorelement stops further fluid flow. Thereafter, the aforesaid valves are reset for service pit delivery of gasoline to the flying 1o field. As before, at the instant of complete gaso line egress, the double acting segregator element stops further fluid flow. A level gauge is also pro vided for secondarily indicating gasoline full or water full storage tank condition. 5 The second illustration of my invention finds new and novel application to-segregation systerns adapted for use in fuel supply systems of lighter-than-air craft, It is well known to those skilled in the art that in lighter-than-air craft, 20 it is necessary to use water ballast tanks which are for the purpose of maintaining a proper static equilibrium. In large craft of this character, a water recovery system is generally used which includes a condenser connected to the exhaust of 25 each internal combustion engine. By means of the aforesaid condensers, moisture from the engine exhaust gases is condensed and delivered either by gravity action or a pumping unit into' I the' water ballast tanks: Thus, while continued 30 engine operation tends to make the aircraft lighter, the water recovered in-the above manner .weightloss due to fuel system underground A further serious drawback is present in systems of the above character. Ballast tanks are employed which form a system separate and distinct from the fuel supply system. This added structural weightmaterially reduces the carrying capacity of the aircraft. Consequently, the useful load is substantially reduced. e

The primary object, therefore, of the second illustration of my invention is to provide a combination fuel supply-water ballast system in which the fuel supply tanks are utilized to serve a dual purpose; 1. e., to initially supply fuel to the carburetors-of the power plant and thereafter to function as ballast tanks, thus saving weight increase which would otherwise result from adding independent tanks to the water recovery system of lighter-than-air craft. This is particularly advantageous in large dirigibles, such as the naval aircraft Akron, in which the ballast tanks weighed in the neighborhood of 3000 pounds. By eliminating such unproductive -weight,.a substantial 56 cruising range, greater structural simplicity in the design of the aircraft is effected through elimiincrease in useful load is effected, a larger fuel.

tank capacity is possible permitting of a greater nation of extra tank supports, and many other advantages accrue which those skilled in the art will readily recognize.

A further object of the in my invention Patent No. 1,700,811, issued Febsecond,v escribed systemowith water ruary 5, 1929,- so located with respect to the fuel supply tanks and the carburetors of the power plant that a complete segregation of the gasoline and water is effected, thus eliminating the hazard of the water used for ballast and propulsion purposes from reaching or entering into the carburetors of the power plant.

Another object of the second illustration of my invention is to provide, in a system of this character, a signaling device adding an additional improvement to the signaling device set forth in my Patent No. 2,069,279, issued February 2, 1937. My improved device operates in such a manner as to assure continuation of fuel flow after indication has been given to the pilot of the aircraft that the fuel supply in any one or more tanks is exhausted. This device is so constructed that a predetermined lapse of time is available, after' 'visual signal is given to the pilot advising him of of the claims without departing from the spirit of the invention. J

Referring to-the drawings, in which like parts are designated by like numbers:

Fig. 1 is a diagrammatic representation, in partial cross-section, of my firstdescribed system;

I'ig.2'isapartialshowingof1"lg.1withim roved'pi -valve arrangement;.

- Fig. 3 is a" atic representation of my fueltanksintake-oif condition; i

Fig. 5 is a cross-sectional view of the double acting segregation element which is commonly employed in the first, in the second andin the third described systems of Figs. 1 and 2, Fig. 3

. and Fig. 4, respectively;

.ployed in my second described system of Fig. 3;

Fig. 9 is a diagrammatic representation of the second illustration of invention is to provide a system in whichvpresn ballast tank and fuel tanks of Fig. 3 under onefourth completed flight condition; and

Fig. 10 is a diagrammatic representation of the ballasttank-and fuel tanks of Fig.3 under onehaif completed flight conditions.

The principal elements composing my'single tank double acting segregation system (shown in whole or part in Figs. 1, 2, 5, 6 andv 7) consist of an underground storage tank It, an associated control station I 2, a gasoline fill'line I4 from a nearby tank car siding or the like (not shown) a water pressure line I from any suitable source (not shown) and a system of pipe lines-controls l8 associated therewith.

In my first described system, I employ fluid pressure to accomplish fuel delivery inmuch the same manner as in my Patent No. 2,120,266, issued June 14, 1938. Water from the pressure line it enters the storage tank l0 through an inverted stand pipe 20, the lower end of which is disposed a short distance above the lowest level of the storage tank ll.

'I'he auxiliary parts associated with the major assemblies referred to above are outlined below. The pressure line I 6 is provided with pressure gauges 22 and 24, having remote reading dials 26 and is located in the control station I2 for indicating initial pressure head available and secondary controlled pressure head. Water is introduced or cut off by means of a hand valve 30 .having a wheel portion 32 located above a main floor A of the control station l2. As a precautionary measure, the pressure line It is further provided with a pressure regulatingvalve 34. Intermediate of the pressure regulating valve 34 and the stand pipe 20, I place an emergency shut-off valve 25, an electrically operated valve 38 provided with a remote control switch 40, and a pressure relief valve 42 positioned to overfiow into the drain 44 of a pit B (located in the control station I2) for further controlling water pressure prior to its. entry into the "storage tank I0. I also provide an auxiliary hand valve 46 for controlling the passage ofwater into the tank ill in the event that the electrically operated valve 20 should fail to function. This valve .is operated from sub-floor C of= the control station I2. I- have thus provided not only control of the quantity of water introduced into the storage tank It, but have also provided means for closely regulating the pressure of all water so introduced.

It will be further notedthat a by-pass line 48,

connecting the auxiliary hand valve 46 with the stand pipe 2|,gand a main feed line 50, similarly connecting the electrical valve .39 with the stand pipe 20, are also commonly interconnected with a lower. portion 601101 the segregator. I. by means of a pipe I2 provided with a hand valve 54. The pipe 82 corresponds to the upper end of the pipe 412 of Fig. 4, the functions of which are described in detail .below, it being sufficient for the present to note that the hand valve 54 is placed therein to prevent draining of water through'the segregator II and a second pipe -(outlet passage I22 of Fig. 4) into the drain 44 provided in the pit B.

In order to provide for ingress and egress of gasoline, the storage tank II is equipped at its uppermost surface with a combined nipple and T 50. It will be noted that the nipple-T 58 is jointly interconnected to the inletside of a passage lla of the segr sator I I by means of a pipe 02 provided with hand.valve 64 and to the fill line I4 through a check valve 64 permitting u .or the like (not shown).

The segregator I8 is provided at the outlet side of the passage 68a with a delivery line 68, which, in this particular embodiment of my invention, is connected to the inlet side of a passage 18a of an auxiliary segregator unit I2. The auxiliary segregator 'I2is provided as a safety measure to safeguard against failure or even partial failure of the main segregator I8.

The delivery line 68 is further interconnected main floor A of the control station I2 by means of commonly connected L-shaped pipes 16a and 16b. It will be noted that the pipe 16b is connected to the near uppermost surface of the expansion tank 14 in order to make certain that a predetermined quantity of incoming fluid will always be trapped therewithin. The lower level of the expansion tank I4 is substantially coincident with the lower level of the tank car or equivalent container heretofore mentioned. The far lowermost surface of the expansion tank 14 is connected to the fill line I4 by means of a check valve I8, a pipe 88' connected thereto, and a, pipe 82 with lower end directly connected to the fill line I4. At the junction of the aforesaid pipes, I provide an air vent pipe 84.. It should be noted that the check valve I8 is arranged to readily permit'fluid in the expansion tank 'I4 to drain into the fill line I4 -through previously mentioned interconnecting pipes, but to positively prevent any backing up of such fluid from the fill line I4 into the expansion tank I4. The upper end of the vent pipe 84 is provided with a check valve 86 serving to retard'fluid overflow through a vent opening 88 terminating the open end of the vent pipe 84. The uppermost portion of the far end of the expansion tank I4 is further interconnected to an upper portion of the vent pipe 84 by means of an auxiliary vent pipe 88 of limited flowing capacity.

Intermediate of the junction of the fill line I4 and the pipe 82, and the nipple-T 58, I provide a hand valve 92. I thus incorporate positive means for connecting or disconnecting the storage tank.I8 from its initial source of fuel supply. I further provide a hand valve 94 at the junction of lines 16a and 161). such that fluid flow from the delivery pipe 68 may be connected with or cut ofi from the expansion tank I4. Ina similar manner, I have provided additional hand valves 96 and 98 in the pipes 52 and 56 leading, respectively, into and out of the passage 68b provided at the bottom of the-segregator I8, in order that drainage therefrom may be readily accomplished into the pit B. Reasons for the latterinstallation will be dealt with, below, in connection with the detailed description of the segregator I8.

It will be noted that the auxiliary segregator I2 is provided with a separate pit D from which pipe lines extend to a plurality of servicing pits I88 located upon the flying field. Three hand valves I82 control-single fuel ingress into and dual fuel egress out of the auxiliary segregator I2. The bottom of the pit D is suitably inter- An air vent I88 is further provided between the uppermost surface of the tank I8 and the'pipe 62.

The operations of the fuel dispensing system shown in Fig. 1 are described withrefe'renceto three distinct tank conditions. Assuming, in all cases, an initially closed valve condition for both hand and electrically controlled valves, these operations are as follows:

Empty storage tank Standing on floor A of the control station I2, the operator first opens hand valves 64 and 94. This is done in order that air trapped within the tank I8 may be directly vented to the atmosphere through the vent pipe I88; pipes 62, 88, 16a and 161); the expansion tank I4; and final pipes and opening 98, 84 and 88. It is assumed, above, that the segregator I8 is empty, under which conditions it is obvious (upon reference to Fig. 5) that the pipes 62 and 68 are in unobstructed communication with one another. The operator next opens the hand valve 92, permitting fuel from a tank car or equivalent source to commence to flow through the check valve 66, the fill line I4, the open valve 92 and the nipple-T 58 into the tank I8. The operator has but to watch the dial element I86 located-on floor A of the control sta tion I2 to ascertain when the tank I8 has become completely filled with gasoline, necessitating at this point that the operator closes hand valves 64 and 84, thus terminating further venting of the tank I8 directly to the atmosphere.

Gasoline filled storage tank The tank I8 is now in condition for servicing of the pits I88 forming part of the flying field. Still remaining on floor A of the control station I2, the operator first closes the switch 48, thus automatically opening the electrically operated valve 38. This operation leaves an unobstructed path from the latter valve through the feed line 58 and the stand pipe 28 into the lowermost portion of the tank I8. Having next opened the hand valve 64, thereafter the operatoropens the hand valve 38 permitting water from the pressure line I6 to flow through the pressure gauge 22, the pressure regulating valve 34, the emergency shut-off valve 36- and the above mentioned.

the storage tank I8, gasoline .is ejected through.

the nipple-T 58, the pipe 62,- the segregator I8, and the delivery line 68; up to the pit I88. The operator must then leave the control station I2 a sufllcient time to open the three valves I 82 located in the pit D, in order that gasoline may continue to flow through the auxiliary segregator I2 and from thence to the servicing pits I88 located upon the flying. field.

Continued servicingof aircraft at the pits I88 ultimately causes substantial water replacement of space previously occupied by gasoline within the tank I8. When the former has attained a level sufiicient to overflow through the nipple-T 58 and the pipe 62 into the segregator I8, the float I62 located therewithin will immediately rise to the position indicated in Fig. 'I, whereupon further flow through the valve seat I58 is prevented by seating of upper conical valve- I68. Obviously, thereafter, no further supply of fuel may be drawn from the servicing pits I88. In actual practice, the water is rarely allowed to rise to the water aforesaid level. The operator may readily ascertain by reference to the indicator element I88 of his fuel level gauge when the proper time has arisen for eiectment of water by a fresh supply of gasoline from a tank on or other equivalent source.

Water filled storage tank sults; i. e., they provide for unobstructed egress of water through the stand pipe 28 and the lines 52 and 56 directly into drain 44 of the pit B, and

also provide a constantly increasing top layer of gasoline, assuring water egress fiow through the bottom of the stand pipe 20. Ejection of water continues until the top-layer of gasoline reaches the lower end of the stand pipe 28. Then, for a very brief period, a mixture of water .and gasoline will enter the bottom of the 'segregator I8 until a sufllcient quantity of the latter causes the lower conical valve I12 to seat as indicated in Fig. 5, thus cutting on further fluid flow through the outlet I58b of the passage 88b. It should be noted, at this point, that the operator need not delay closing of the hand valve 92 until the final stage discussed above. Reference to the indicating element I86 will accurately disclose to him when the bottom level of the downwardly traveling gasoline layer is about to approach the open end of the stand pipe 20. The hollow or cork portion of the float element I04 is designed to float in water, but to sink in gasoline,'the. element I88 reading clockwise for .empty-to-full content and counter-clockwise for empty-to-full gasoline content. Having effected stoppageof incoming gasoline through the fill line I4, the operator thereafter completes closure of the hand valves 54 and 88. Thereafter, the operation described immediately above for the gasoline filled storage tank is repeated, etc.

The latter two of the above three enumerated storage tank conditions cover normal operation of the first embodiment of my invention. There is a special condition incident to water filled storage tank operation worthy of note, at this time, because ofa certain degreeof internal pressure which is built up within the tank I8 when the water level has dropped substantially to the half-way mark. I realize. the necessityfor relieving the aforesaid undesirable internal pressure by some suitable means. This I propose, to accomplish'in two ways.

Upon reaching the half-way mark, the water will continue to be forced upwardly through the stand pipe 28 and into the lower passage 88b of he segregator unit I8. Entry of .water into .the

'lower passage 68b of the segrcgator unit I8 forces reason: Assuming the hand valve 84 to be first closed and the hand valves 54, 84 and 88 to be thereafter opened; it is readily apparent that the water fiowing'through the pipe 52 into the lower passage but the segregator unit I8, by reason of the built up pressure in the tank I8, forces the gasoline contained within the segregator I8 into the expansion tank I4 through the lines 18a and 18b until such a time as the water entering the float chamber I42 causes the float I82 to move upwardly into the position illustrated in Fig. 7,

causing seating of the upper conical valve I68.

' through the hand valves 54 and 88 of the segregator unit I8. If, .under such conditions, the hand valve 82 were to be opened, it is readily apparent that the pressure head of gasoline between a tank car or equivalent and the storage tank I 0 would cause .gasoline to flow into the expansion tank 14, displacing the water remaining therein, until such time as the gasoline rises in the stand pipe 28 and enters the segregator I8 through the pipe 52, at which time lowering of the float I62 shuts off the lower conical valve I12, as shown in Fig. I. Thereupon, the system is ready for changed operation under the gasoline filled storage tank condition, providing the hand valves.92, 54, 94 and 88 are first closed and the hand and electric valves 82, 38 and 84 are thereafter opened.

Let it be assumed that the hand valve 84 is open, the hand valve 82 is closed, the hand valves 54, 94 and 88 are open, and that the tank I8 under partially built up pressure due to half level of water in the tank. Under such circumstances, it is readily apparent that the aforesaid built up pressure willforce the gasoline through nipple- T 58, the-pipe 62, the upper passage 88a of the segregator unit I8 and into the expansion tank 14 through the pipes 18a and lib. During the above, it is of course assumed that the lower conical valve I12 of the float I82 in the segregator unit I8 is seated and consequently the water can'- not pass through the valves 84 and 88. Under these conditions, if it is desired to refill the storage tank II, the hand valve 84 must first be closed. Subsequent opening of the hand valve 82 permits the gasoline to flow from a tank car or equivalent through-the flllline I4 into the storage tank -I8. At this instant, the gasoline rising in the vent pipe 84 corresponds in height to the head of gasoline in the tank car or equivalent. This head of gasoline is prevented from entering the expansion tank 14 by reason of the location of the check valve 18.

Continued flow of gasoline into the tank I8 will cause a like volume of water to be displaced therefrom. Upon entering the mentor", the displaced water will force a like quantity of gasoline from thesegregator "into the expansion tank 14 until such time as the level of water in the float chamber I42 is suchas to cause the float I62 to rise and close the upper conical valve I88. At this time, with the lower conical valve I12 unseated, the water is permitted to readily v flow through the valve a and into the drain u 15 simultaneously drive all four valves through;

of the pit B. When the lowering level of gasoline in the tank car or equivalent has reached the upper level of gasoline trapped within the storage tank I4, gasoline within the latter is permitted to flow from the tank I4 through the pipes 80 and 82 into the fill line I4 and from thence into the storage tank I 0.

The second way in which I propose to eliminate the aforesaid undesirable internal pressure in the storage tank I0 consists of inserting a manually operated drain valve 96 at the base of the pipe 52.

Before proceeding with the description of the second illustration of my invention, I wish to deal briefly with the simple valve and piping rearrangement of cmy Fig. 2 whereby I accomplish two marked improvements over the disclosure of Fig. l, as well as description of Figs. 5, 6 and 7.

My first improvement is concerned with the placement of a by-pass line IIO having a hand valve .II2a between former pipings 62 and 68 such that gasoline entering the nipple-T 58 may conjunction with closing of the hand valves H26 and H20, makes possible emergency delivery of gasoline fromthe tank I0 to the service pits I00 (through the auxiliary segregator I2). I thus provide for servicing or repair of the segregat o'r I8 without interruption of the gasoline supply to the flying field. A pet cock I I4, added at the top of the passage 60a, aids-drainage of the segregator I8 when the hand valves H212 and 20 are closed, etc.

In my second improvement over the disclosure of Fig. 1, I seek to materially reduce the number of valvehand adjustments required for the latter two of the three tank conditions enumerated above. Assuming a continuously open condition of the hand valve 92' (because it is backed up by the check valve 66), I need only to incorporate a unitary control II6 having anoperatlon wheel II8 for use in conjunction with former remote control switch 40 to permit an operator to completely control my segregation system from floor A of the control station I2. In addition to the wheel I I8, the unitary control II6 consists-of a pedestal I20 secured to the floor A by means of the structural members I22, a horizontal axle I24 fixed to the wheel I I8 such that its ends project through the upper portion of the pedestal I20,

a sprocket I26 fixed to the 'mid portion of the axle I24 and sprocket chains I28 and I30. Referring to floor level 0, I first remove the two .hand wheels of the formerlyvertically disposed When so tilted, tandem toothed sprocket rotation will effect simultaneous opening of one and closing of the other (or vice versa) of the valves 64 and 94. It will be noted that the near tooth disc of the tandem toothed sprocket I32 is operably connected with the sprocket I26 by means of the sprocket chain/I28. By the further simple expedi'ent of. relocating former hand valve '54 on the horizontal portion of the pipe 52 such that its stem-is .parallelly disposed with reference to. the stems of tilted valves 64 and 94 and by further the tiltedstem of tilted valve 94, I. am able to added sprocket chain I30 interconnection with the far tooth disc of the tandem toothed sprocket replacing removed hand wheels formerly fixed to the ends of the vertically disposed hand valves 54 and 98. To assure more rigid mounting of the relocated valve 08, I have provided a pedestal I38 and U-bolts I40 for holding the bent back portion of relocated pipe 56. f

The operations of the fuel dispensing system shown in Fig. 2 are described with reference to the latter two of the three tank conditions discussed in connection with Fig. 1. The initial tank condition is met with but once, upon original installation of the system. It so nearly parallels the adjustment features of Fig. 1 as to need no further comment, hereafter. Brief attention is invited, however, to certain special settings of the following valves: The hand valve II2a should only be open during the initial filling of Empty tank I0 with gasoline. Thereafter, it should always remain closed, except when it is desired to by-pass gasoline around the segregator I8 directly into the segregator I0. The hand valves H212 and II2c should always remain open with the single exception of the by-passing period just mentioned. The hand Gasoline filled storage tank Considering all rotational movements of the operating wheel II8 to be made with reference to its back face (as viewed by an operator), the operator first accomplishes complete counterclockwise rotation thereof. This effects simultaneous opening of tilted valve 64 and closing of tiltedor relocated valves '94, 54 and 98, thus removing all obstructions to gasoline egress from the tank I0 through path 58,- 64, N21), 62, 60a, 20, 68', I02, 10a and I02. Thereafter, the operator closes the switch 40, which still further removes all obstructions towater ingress into the tank I0 through path I6, 22, 30, 34, 36, 38, 50 and 20. Gasoline may now be drawn at will from. the service pits I00. Simply referring I32 and two additional sprockets I34 and I36- to-.the dial I06 will indicate when a' condition of water full has been reached, necessitating the adjustment noted below.

Water fiIfd stomye tank The operator first opens the switch 40, thus terminating further water ingress into the tank I0. He..then accomplishes complete clockwise rotation of the hand' wheel- II8. This effects simultaneous opening of relocated or tilted valves 94, 98 and 54 and closing of tilted valve 64,- thus removing all obstructions to water egress to the drain 20 of the pit 44 through path 20, 54,52, 60b, 56 and 98. Since the-hand valve 92 is normally always carried in open condition, no obstruction exists to immediate ingress of gasoline into the tank I0 through path 66, I4, 92

and 58. .Byreference to the dial I06, the operator may exactly ascertain when a gasolme full cendition of the tank has been attained, necessitating repetition of the adjustment noted above.

In Figs. 5 and 7, I show full and partial crosssectional views of the segregators I8 and 12 employed in Figs.) and 2. Except for size reduction, the internal structure of the segregator 12 is a duplication of the internal structure .of tlie'segregator I8. For that reason. reduced scale parts bear the number designation of full scale parts (plus added. prime designation). Due

to replacement offormer pipe 52 by a plug I52b,'

The passage 60b is provided with a plug I52b.

In addition to plug I52a, the passage 68a. is provided with a pet cock I54 tapped into the upper plug surface. The interior of the chamber I46 and lower conical valves I68 and I12, as well as the plug I66), I place the float I62 in any vessel containing a sufflcient quantity of the above reference medium to completely immerse the same. I control the depth to which the float I62 freely sinks in. the above reference medium by the introduction of a column of liquid C, of h height, within theinner cavity of the float I62. This causes a very carefully predetermined upper portion of the float I62 to remain exposed above the top of the indicated level 11 of the aforesaid reference medium. in accordance with the teachings of my Patent No. 2,078,977, issued May 4, 1934. Following tightening down" of the plug I66, the float I62 is ready for removal from the above 'vessel and assembly within the chamber I46, as shown in Fig. 5. The sieve I82 is nextloosely placed within the deflector I56b and the assembled upper portion of the casing I42 thereafter capped over and sealed to the chamber I46.

operation of the segregatorl8 may be very brieflystated. With the casing I42 initially empty,resulting in the float I62 being in the down position, shown in Fig. 5, liquid A (such as water from the pressure line I6 of Fig. 1) is introis provided with deflectors I560. and I561). The

deflector I56a is fixed to the lowermost surface of the outlet I58a by means of a threaded valve seat I58. The deflector. I56b is fixed to the uppermost surface of the outlet I5IIb by means of an upstanding combination float and valve guide I68 with lowermost collar internally and externally threaded- A float I62 is provided guideJSII, and a fllled plug I66. There is further flxed to the uppermost surface of the float I62 an upper conical valve I68. A bearing pin I18 protrudes laterally from, the base of the upper conical valve I68 for supporting a lower conical valve I12, valve stem I14 and valve stem adjusting nut I16. The lower conical valve I12 is shown in contact with a valve seat I18 screwed fast to the inner threaded portion of the upstanding guide I60 prior to assembly of the de-- 'flector I56b', whichis further provided with a drain hole I80. The interior of the chamber oil I46 is completed by installation of a sieve I82 between the flanged outer portions of flectors IBM and H561). Y

Since the segregator 12 is provided solely as a safety measure against failure of the main segregator I8, a plug 'I52b' (sealing the inlet I48b') replaces the pipe 52 of segregator I8.

'In like manner, the open end of the T holding the J-shaped over-flow pipe of outlet I6Ilb is sealed by a second plug I62b' instead of being connected to piping similar to the pipe 56 of segregator l8.

In Fig. 6, I show a cross-sectional view of the expansion tank 14 of Figs. 1 and 2.- It is composed of a casing I84 provided with tapped bosses I86 and I88 (for reception of pipes 16b and 80, respectively), a fixed header I 98, and a removable header I92 provided with tapped .boss I94 '(for reception of pipe 80).

Before detailed comment as to assembly and operation of the sdgr'egators I8 and 12, a brief preliminary statement is in order. I seek segregation of. a predetermined heavier liquid. or reference medium from apreselected lighter liquid of appreciably less density. Therefore, prior to assembly of the float I62 (including- 99 the deduced'through the inlet I48b and permitted to rise exactly up tn the level Z1 (of Fig.5). The

float I62 is thereupon just free floating; i. e.,

it is weightless with reference to its valve seat I18. If, however, liquid B (such as gasoline from the feed line I4) is thereafter introduced .through inlet I48a, the float I62 will immediately move into the up position of Fig. 7 in accordance with the teachings of my Patent No.

with acentral guide tube I64 adapted to freely 'slide'on the outer diameter of the upstanding latter.

2,078,977, resulting in immediate closure of valve seat V I58. For the mere purpose of illustration (in Fig. 5), I have chosen the joining levels I: of the liquids A and B such that the float I62 is exactly at a state of equilibrium therebetween; i. e., although the lower conical valve .I12 is shown in contact with the valve seat I18, no pressure is exerted by the former upon the It must therefore follow, in all future operations of the segregators I8 and 12; that progressive risings of the Joining levels 12 above the showing of Fig. 5 will cause initial unseating of lower conical valve I12 and will thereafter cause the float I62 to continue to rise upwardly to the point of seating of the upper conical valve.I68 within the valve seat I68., On the other hand, progressive lowerings of the joining levels I: of Fig. I will effect an exact converse of the above. terminating in the down" float positioning of Fig. 5. attended by seating of the lower conical valve I12.

The purpose of installing special duplicate passages (8IIa and 68b) in my segregator I8, in combination 'with certain further special piping and valve'interconnections (as shown in Fig. 5), may now be readily disclosed. In both segregators, interactionof the inlets I48a-I48a', the' out= lets liar-I500. and the (lower) outlets I561;- I5IIb', under conditions of down float, are identical; i. e., normal segregation of two liquids of different density. However, by installing an entirely new water inlet and extra capacity water outlet at the bottom of the segregator I8 (by means of the valves 54-68 and the pipes 5256) and by further providing the pipe 62 of the inlet I48a. with a shut-off (by means of the valve- 64), I am able to use my'segre'gator I8 as an automatic control in connection with ejection of water from thetank In to the drain 44 by-means of ingress of gasoline from a tank car or equlv- 16 is in order.

is connected to the water inlet 236 of the water alent. The reason for this is readily apparent. As longas the casing I42 contains a predominance of water, the float I60 will remain in the up position of Fig. 7 and no restriction exists between the inlet -|48b and the outlet 15% of the passage 60b. However, with dropping of the lower level of incoming gasoline below the bottom of the stand pipe 26 (of the tank l0), a predominance of gasoline will obtain within the casing I42, causing the float I60 to drop to the down position of Fig. 5, resulting in stoppage of liquid flowthrough the outlet. l50b of the passage 60b. As previously stated above, proximity to gasoline full tank condition is always readily ascertainable by an operator through reference to the indicating element I06 of his fuel level gauge.

The principal elements of my second described system (shown in whole or part in Figs. 3, 8, 9 and 10) consist of an aircraft engine 2 l 0 equipped with a water recovery system 2I2 and conventional carburetor 2l4, a water ballast tank 2l6, a pump 218 for boosting water from the recovery system 2| 2 to the ballast tank 2|6, fuelwater tanks 220 and 222, a segregator 224, a combination auxiliary tank and fuel level signal device 226 (partially detailed in Fig. 8), a system of pipe lines-controls 228 associated with the aforesaid principal elements, and a gasoline fill line 230 commonly connected .to the fuelwater tanks 220 and 222 and provided with a shut-off valve 232.

In the above system, I employ water or gasoline under .pressure to accomplish gasoline or water egress from storage tanks in the same manner as in my first described, system. During free flight conditions, water from the elevated storage tank 2l6 (or directly from the pump 2l8, if a pressure by pass is employed to create an equivalent pressure head) is introduced at the lowest levels of the fuel- water tanks 220 and 222 to eject fuel from the highest levels thereof into the pipe lines-controls 228 and from thence to a point of consumption. On 'the other hand, under mooring mast conditions, gasoline from a railway tank car or equivalent source is pumped through the fill line 230 and introduced at the highest levels of the fuel- water tanks 220 and 222 to eject water from the lowest levels thereof into the pipe lines-controls 228 and from thence to any suitable waste container or drain located upon the ground beneath the lighterthan-air craft.

In the diagrammatic showing of Fig. 3, the water storage tank H6 is provided with a vented "filler cap 234, a 'water inlet 236 and a water outfuel-water.

let 238. The structurally similar tanks 220 and 2-22 are composed of casings 240a and 240?), having respectively combination filler cap-float controlled overflows 5242a, and 242b (with float elements shown in closed position),

acter to the stand pipe 20 (of Figs. 1 and 2)..

Before'proceeding with the detailed description ofthe segr'egator 224 and the combination auxiliary tank and fuel level signal device 226, a brief description of the pipe lines-controls 228 The outlet portion of the pump 218 storage tank 2l6 by means of a pipe 252. Thus, any accumulationpf moisture within the water recovery system 212 is immediately transferred to the water ballast tank 2I6. Since the water recovery system.2l2 is maintained empty, prior to initial take-off of a lighter-than-air craft from its airdrome,.the' water ballast tank 2; must be manually filled to the arbitrary priming level 13 with liquid A (i. e., water introduced through the vented filler cap 234). With take-off, the level Z3 may slightly decrease depending upon atmospheric conditions encountered during flight and the efficiency of the water recovery system.

Interconnection of the fuel-water tanks 220.

extremity with a second valve 258 (the first in open and the second in closed position) A short horizontal pipe 260 provides intercommunication between the pressure line 254 and the water inlet 244a of the fuel-watertank 220. 'If desired, the pipe 260 may be replaced by a duplicate of the inverted stand pipe 250 connected at its upper exposed end to the nearside of the valve 256. A second horizontally disposed pipe 262 joins the pressure line 254 with the Water inlet 24: of the fuel-water tank 222. The pipes 260 and 262 are provided, respectively, with valves 264 and 266 (both shown in closed position). By the addition of a third horizontal pipe 268 between the upper fuel outlet 246a of the fuelwater tank 220 and the top of the inverted stand pipe 250 of the fuel-water tank 222, I provide for selective water ingress at thewater inlet 244a,

' or water ingress at the water inlet 244b, or water ingressat the bottom of the inverted stand pipe 250, thelatter condition obtaining only where the fuel-water tank 220 has become completely filled to overflowing with liquid A (i. e.,water). Interconnection of the fuel- water tanks 220 and 222 with the remainder of the dispensing system shown in Fig. 3 is as follows; The lower fuel outlets 248a and 2481) of the fuel-water tanks 220 position); Both the pipes 210 and 212 are commonly interconnected to a delivery line 280, which is further selectively interconnected with the horizontal pipe 268 by means of a third vertical pipe 282 terminating atits upper end in a three-Way valve '284 and at its lower end in a two-Way valve 286. A fourth, vertically disposed pipe 288 operatively connects the upper fuel outlet 246b with the delivery line 280. It is provided with-a valve 290 (shown in open position) at its lower extremity.

While the combination auxiliary tankand fuel level signal device 226 is shown and described in detail in connection with Fig. 8, general reference to its diagrammatic showing in Fig. 3 is deemed desirable at this point.

The segregator 224 is composed of a metering element 292 and a segregator element 294. The

former consists of a casing 296.,provided" with a It will be noted that that portion of the V.

liquid outlet 3I3, a lower liquid inlet 3l2, a lower r top central portion.

disc

of the casing 236 forms an upper liquid inlet 334 for the segregator element 294. The stand pipe 333 is further provided with a valve 4 l4 (shown in open position) and a small orifice 336 flush with the inner bottom of the casing 236, the special purpose of which is discussed below. In addition to the upper inlet 3 34, a casing portion 333 of the segregator element 294 is provided with an upper liquid outlet 3 and a float 3l6 (momentarily indicated as seated within and thereforeclosing the lower fluid outlet 3| 4). The outlet 3l3 is connected to one end of a horizontal pipe 313 provided with a valve 323 (shown in openposition) The combination auxiliary tank and fuel level signal device 226 is composed of an auxiliary tank element 322 and a signaling element 324. The former element consists of a casing 326 provided with an upper fuel inlet 323 (connected to the other end of the horizontal pipe 3l3) and an inner fuel container 333 having apivoted support- ,ing arm 332. The casing 326 is also provided with a lower fuel outlet 334. The latter element consists of a fume proof switch 336 in operating contact with the supporting arm 332, a battery 333 and a lamp 343, The latter two parts are electrically connected in series to .two binding ports provided at the top of the switch 336. The fuel tanks 223 and 222 to the segregator element 294,

require brief description. Attention need only be directed to the upper half of the auxiliary tank element 322 of the combination auxiliary tankand fuel level signal device 226 of Fig. 3 (as detailed in Fig. 8). The uppermost portion of the casing 326 is provided with an annular shoulder 346 adapted to receive a removable top plate 343 and a plate gasket'363. An upwardly projecting,

pipe boss 352, an upstanding switch housing 364 and depending pivot bosses 366 form an integral .part of the top plate 343. Screws 363 are utilized up of a valve well 366 having a flat valve seat 3333 upon which loosely rests a relatively thin valve 313. This arrangement permits liquid to readily enter the inner fuel container 333 through the fuel opening 362 (due to unresisted upward escapage of the trapped air through the air opening 364). Thereafter, so longas the opening 332 remains liquid-sealed, seating of the valve disc 313 will prevent egress of liquid trapped within the container. 333. A pin 312 passed thro h the upper wall portion of the valve well 366 se the dual purpose of limiting upward travel of the valve disc 313 and of providing pivotal attachment between the container 333 and the'yoked left extremity of the supporting arm 332. A'secparts, as indioated in Fig- 8, a I" is loosely The latter opening is made positioned in a recess 313 provided in the top inner surface of the annular shoulder 343. In order to assure ready ingress of fuel through the upper inlet 323 of the casing 323, it is essential that a vent line 333 in communication with inside of the sieve 316 be provided. A fuel ingress-egress opening 332 is also provided in the stiffener reinforcing the bottom portion of the sieve 316.

The switch element 336 of theo combination auxiliary tank and fuel level signal device 226 of 10 3 (as detailed in Fig. 8) may be considered as devidcd into a longitudinal displaceable portion 334 and a fixed head portion 336. The displaceable portion 334 comprises a Sylphon 333 with bottom solderedto a washer 393 and top soldered to the upper inner extremity of the switch housing 354, a central stem 392 (of insulating material), a combination retaining screw and contacting pin 394 (securing the washer 393 to the central stem 392), a contactor 336 screwed fast to the upper extremity of the central stem 392 and a hold-down spring 333 shouldered against the outer mid portion of the central stem 392. It will be noted that the above arrangement of parts provides an air-tight or fume proof seal between the displaceable portion 334 and the interior of the casing 326. A hole 433 in the bottom of the switch housing 354 permits inward projection of the bottom extremity of the"combinati0n retaining screw and contacting pin 334 within the cas- 80 ing 326. The fixed head portion 386 comprises a cover cap 432, a cover cap retaining pin 434, insulated binding posts 436 and inwardly projecting contactor springs 433 electrically connected to the aforesaid insulated binding postsfiflfi. The, 5 latter binding posts and contactor springs are held fast to the cover cap 432 by means of a washer-like insulation 413 provided with a central opening 2 permitting upwardmovement of the contactor 336 against the oppositely disposed 4,0 (and normally open) ends of the contactor springs 433. When assembled, the spring 393 exerts just suflicient downward pressure upon the longitudinal displaceable portion 384 to retainthe inner fuel container 333 in the'position indicated in Fig. 8 when empty or so long as the interior and exterior portions of the container are completely liquid surrounded. On the" other hand, when egress of fuel through the fuel outlet M3 is stopped, as indicated in Fig. 10, ingress of fuel through the inlet 323 .of the casing 326 simultaneously ceases and the level of the fuel without the container 333 gradually lowers with respect to the fuel trapped within the container 333, causing l sinking of the outer fuel to within proximity of the level 14 indicated in Fig. 10, whereupon the partially unsupp rted container 333 sufflciently sinks within the auxiliary tank element 322 to ,cause the open ends of the contactor springs-433 to be closed by the contactor 333, re- 0 sulting in lighting of the lamp 343. Operation of the signaling element 324 prior to unsealing of the opening 362 inthe bottom of the inner fuel container 333 is essential, in order that proper utilization may be made of the auxiliary fuel supply still remaining within the container 333.

'The fuel-water tanks 223 and 222 are interconnected with the bottom of the segregation element' 234 in the following manner; The lower liquid inlet'3l2 of the. casing 333 is directly connected to a short vertical pipe 4i6provided'with a two-way valve 3 (shown closed with reference to the upper portion of the pipe 6); A double L-shaped pipe 4231s connected at-its horizontal at its two vertical ends to the bottoms of the valves 214 and 216 (shown in closed position). With the valve 218 in the open position of Fig. 3, additional opening of the valves 214 and 216, in combination with degree clockwise rotation of the two-way valve 8, will place the interiors of the fuel- water tanks 220 and 222 and the casing 308 in direct intercommunication. As was the case with the segregator l8 of Fig. l, the lower liquid outlet 3 ofthe casing 308 is provided with a short horizontal pipe 422, a discharge tube 424 and a valve 426 (closed).

The operations of the fuel dispensing system shown in Figs. 3, 9 and 10 are described with reference to four distinct tank conditions. Assuming, in each of the above conditions, that all one-way valves forming a part of the system of pipe lines-controls 228 are initially closed, these operations are asv follows:

Tanks under take-ofoondition -Let it be assumed that a lighter-than-air craft equipped with the dispensing system of Fig. 3 is secured for the first time to a mooring mast, awaiting preparation for take-01f, and that under this initial condition aJl of the liquid containers shown in Fig. 3 are empty. Filling of the empty containers then resolves itself into three stages; i. e., placement of water in the ballast tank 2i6,

placement of gasoline in the fuel- water tanks 220 and 222 and placement of gasoline in the remaining'containers of Fig. 3, which latter step includes introduction of a. small quantity of water trolled overflow 242a from. the fuel-water tank 220 and fills the latter with gasoline (i. e., liquid B). Thirdly, the mechanic rotates the valve 284, degrees, rotates the valve 286, 90 degrees clockwise of the showing of Fig. 3, opens the valv'es2l8, 290 and 320, removes the combination filler cap-float controlled overflow 2421) of the fuel-water tank 222 and removes the vent line 302 from the casing 296 of the metering element 292. After introducing suficient water within the casing 308 ofthe segregator element 294 to create the liquid level la and replacing the the vent line 302 of the metering element 292, the mechanic executes the final stage of empty container filling. Proceeding slowly, at first, he introduces gasoline into the fuel-water tank 222. Due to top venting of the casing 296, the gasoline so introduced readily flows through the pipes 212 and'280 to the base of the casing 296. There the flow separates. a limited quantity (i. e., a quan-- tity comparable to the water overflow provisions of the segregator element 294) passing through orifice 306 and the remainder flowing up tlie sides of the casing 296 until it spills over" the top level 11 of the stand pipe 300, down the sides of the latter, through the inlet 304 then across the top of the float 3l6 then through the outlet 3l0 (all of the segregator element 294), through the pipe 3" until it spills overv into the inlet 328 of the vented auxiliary tank element 322, through the outlet 334 of the latter into the pipe 342 and through the throttle valve 344 into the carburetor 2. As soon as the carburetor 2l4 is full, newly introduced gasoline remains within the tank element 322 until the casing 326 and the inner container 330 are completely filled. Thereafter,

newly introduced gasoline will remain within the fuel-water tank 222 until it is completely filled.

The orifice 306 servesto retard surplus water entry into the segregator element 294 until egress of all fuel below the level 11 has been accomplished. It is of sufllcient size to continuously pass quantities of water up to the capacity of the overflow tube 424.

I wish to particularly note, 'at this point, that the valve and container adjustments described above pertain solely to "tank filling. operations and not to flight operating conditions.

Tanks under "one-fourth completed flight condition From prior to unmooring up to one-half completed flight, a lighter-than-air craft equipped with the dispensing system of Fig. 3 can' continue to utilize the like valve settings'of Figs. 9 and 10. That two additional settings can equally well be utilized is further explained below. Basic principles of operation are identical for all three "settings.

In Figs. 9 and 10, I desire to hold the fuel-water tank 222 in reserve and to deliver gasoline contained in the fuel-water tank 220 directly to the carburetor 2| 4 (through the segregator 224 and the combination auxiliary tank and fuel level signal 226). I therefore first indicate as open' (in Fig. 9) the valves 256 and 264 in the bottoms, respectively, of the water ballast tank H6 and the fuel-water tank 220. I further indicate that adjustment of the valves 284 and 286 (located between the fuel-water tanks 220 and 222) which will commonly interconnect the upper fuel outlet 246a, the vertical pipe 282 and the fuel delivery line 280. With unmooring of the above craft, moisture collecting in the water recovery system 2l2 is pumped into the water ballast tank 2I6. As the flight proceeds, the initial level Z: of the water (i. e., liquid A) remains relatively constant. With the valve setting of Figs. 9 and 10, an approximate minimum head ha of water is continuously available to assure from partial to complete egress of gasoline (i. e., liquid B) from the fuel-water tank 220. Should this become too low, gravitational delivery of fuel may be effected through appropriate adjustment of valve 286.

I mentioned, above, two further valve settings possible with the tanks and system of pipe line-controls illustrated in Figs. 9 and 10. Firstly; upon attainment of the one-half completed flight condition of Fig.l0, the valves 284 and 286 may be rotated 90 degrees in a. counter-clockwise direction and the valve 290 opened. -The new valve adjustment will cause ingress of water (i.,e., liquid A) down the stand pipe 250, resulting in corresponding egress of gasoline (i. e.,-liquid B) Tanks under "one-half comp e ed condition Immediately following attainment of the above flight condition, egress of water (i. e., liquid A) from the fuel-water tank 226 displaces gasoline (i. e., liquid B) previously occupying the delivery line 28ll,-the lower portion of the casing 296, and the upper portion of the'casing 308, resulting in upward movement of the float 316 and closing of the fuel outlet 310 of the segregator 224 (as shown in Fig. 10). Thereafter, the gasoline contained in the combination auxiliary tank and fuel level signal device 226 remains the sole fuel source for the carburetor 214. As previously described in connection with Figs.8 and 10,dropping of the gasoline to the level 14 lights the lamp 340 of combination auxiliary tank and fuel level signal device 226. Immediate steps must thereafter. be taken to rotate the valves 284 and 286,

90 degrees counter-clockwise of their showing in Fig. 10 and to open the valve 290 (as previously described under the Firstly valve resetting of the paragraph immediately above).

With the abovevalve resetting, water will commence to drain through the overflow 424, permitting ingress of gasoline within the casing 266 of the segregator 224. Simultaneously, the level Z; of the gasoline remaining without the inner container 330 will continue to drop until the opening 362 in the bottom thereof is uncovered. Thereafter, the contents of the-container 3311 will be gradually fed into the bottom of the combination auxiliary tank and fuel level signal device .226 until ample time has elapsed for the water remaining in the casing 308 of the segregator 224 to return to the level la 01'' Figs. 3 and 9. Gasoline egress from the fuel outlet 3"! is now re-established.

Tanks under completed flight condition ing mast. Under such conditions, neither water norgasoline would be present in the fuel- water tanks 220 and 222 and no useful purpose would have been served by premature utilization of the gasoline fill line 230.

Upon return to its mooring mast from this initial or subsequent long flights, the above lighterthan-air craft has the tank appearance of Fig. 10, if it be additionally assumed that all gasoline aboard is consumed with the single exception of the showing of the auxiliary'tank element 322 (i. e., change the gasoline of tank 222 to water). It is now desired to refill the fuel-water tanks with gasoline. This is done as follows:

First method In this preferred method, the three-way valve 284 is rotated 90 degrees counter-clockwise and the two-way valves 286 and 4| 8 are rotated 45 degrees counter' clockwise and 135 degrees clockwise (respectively) of the -showi ng of Fig. 10. Thereafter, valves 264, 266 and 414 are closed and valves 232, 214, 216, 218, 290 and 426 are opened. Thereupon, ingress of gasoline from the fill line 236 will cause downward receding of water formerly occupying the fuel- water tanks 220 and 222, the vertical pipes 282 and 288, the inverted stand pipe 250, the pipes 210 and 212, the casing 296 and finally the double L-ehaped pipe 426;

-parts in said Fig.

since the aforesaid water may readily escape up the vertical pipe 6 through the segregator ele- Second method If desired, upon return to the mooring mast, .the valve adjustments of the preceding paragraph may be re-accomplished with the dual exception that valves 232 and 8 remain momentarily as positioned in Fig. 10. The combination filler cap-float controlled overflows 242a and 2421), will flrst permit ready drainage of water through the bottom of the vertical pipe 416, then with closure of valves 214 and 216, permit the gasoline ingress for the tanks under take-ofi condition already fully described in preceding paragraphs.

It has been previously stated, at the commencement of this specification, that the third embodiment of my invention, as illustrated in Fig. 4,

consists of. applying the new and novel double acting segregation features illustrated above to the improvements in fluid dispensing apparatus disclosed in my Patent No. 2,120,266, issued June 14, 1938. For that reason, it has only been necessary for me to reproduce the lower portion of Fig. 1 of the above patent with appropriate double acting segregation modification.

I re-employ, without modification, the entire upper portion" of the fluid dispensing. apparatus generally indicated by the letter B of said Fig. 1; i. e., the'upper or secondary segregator 'l I, the metering means l3" and the discharge mechanism 14." I omit the motor driven pump I2 of said Fig. 1, as city water pressure accomplishes its function in the third embodiment of my invention. Since over half of the parts illustrated in (new) Fig. 4 are a duplication of like 1, original number designations (raised to the five-hundred series) have been retained. Where new parts are utillzed, normal numbering is continued.

The lower segregator 516 includes a float chamber 51', a float 519 disposed within said'chamber, a lower needle valve 526 and an upper needle valve 52 l both of which are operatively connected to and controlled by the float 519. The float chamber SIB further incorporates a lower outlet passage 522 against which the lower'needle valve 520 is adapted to seat and a new lower inlet passage 462. The passageway 522 embodies a discharge tube 524 incorporating a check-valve 625' which is constructed in accordance with the teaching set forth in my Patent No. 2,047,229, is-

sued Ji.. y 14, 1936, and which operates to trap a predetermined head of the heavier or undesirable component in the float chamber and to obtain an automatic and intermittent segregation of such undesirable component from the float chamber when-the combined head of the lighter and heavier components in the float chamber is greater than a predetermined value.

The float chamber 5l8 further embodies an upper outlet passage 526 which is connected to a fuel delivery pipe 529. The latter, part is in turn connected at its upper end with a fluid receiving or storing chamber 30, forming a part of the upper segregator ll, describedin my aforementioned Patent No. 2,120,266.

As was the case in the first embodiment of my invention, I employ as principal elements of my third embodiment as underground storage tank conduits 498 .operatively joining the fuel level 508A, a gasoline flll line 464 from a nearby tank car or truck siding (not shown), a water pressure line 466, a water drain line 468, and a system of pipe lines-controls 410 associated therewith, all duplicating the functions performed by the tank [0, the filler line l4, the pressure line I6, the drain line 56, and the pipe lines-controls l8 of Fig. 1.

The. auxiliary parts associated with the above principal elements are as follows: An inverted stand pipe 412 (performing the same function as the stand pipe 28 of Fig. 1), extends from the bottom of the tank 580A through its top surface and into the lower inlet passage 462 of the lower segregator 5H). It is provided with an upturned lower portion 414, a by-pass line 416 terminating in the drain line 468 and including a pressure relief valve 418, and a two-way valve 480. The valve 480 is further connected to the water pressure line 466 through a pressure regulator 482 (performing the same motion as the pressure regulator 34 of Fig. 1) 1 An opening 484 in the upper portion of the tank 580A is rendered selectively interconnectible with a pipe 5l5 or the fill line 464 by'means of a second two-way valve 486. The upper end of the pipe 5I5 terminates in an upper inlet passage 5l6. A third shut-off valve 488 is located in the lower outlet passage 522 immediately beneath the check-valve 525. It should be noted, at this point, that I anticipate simultaneously and auto matic dual adjustments of the valves 488, 486

and 488; i. e., one adjustment for accomplishing.

. If desired, additional mechanical or electrical v automatic adjustment of the above three valves may be accomplished through operative interconnection of the valves with a conventional fuel level gauge composed of a float element 498 located within the tank 580A and a dial element 492 recessed within a platform 494 supporting the upper portion of the fuel dispensing apparatus generally designated as 5003. In the showing of Fig. 4, the water (i. e., liquid A) and the gasoline (i. e., liquid B) contained within the tank 500A has risen to its maximum up level Is, constituting what I have already designated as water filled tank condition. Through operative interconnection of a control mechanism (not shown) located within the dial element 492 to the float element 490 by means of a link mechanism 496 and to the valves 488, 486 and 488 by means of the conduits 498; full line"up attitude of the float element 490 automatically effects the valve positioning of Fig. 4. On the other hand, attainment of the dot-and-dash down attitude of the float element 490 automatically alters the valve positionings of. Fig. 4 such that the valves 486 and 486 are repositioned in a counter-clockwise direction 135 degrees and the valve 488 is repositioned in the same direction degrees.

The significance of both changes becomes readily gauge with the above three valves makes possible direct manual adjustment of said valves such that any desired quantity of gasoline (i. e., liquid B) or water (i. e., liquid A) may be introduced into the underground storage tank 508A.

Water filled storage tank Let it be assumed that ingress of water in the tank 580A has reached a condition such that the joining liquid level la obtains, and that further water ingress is not desired. The valves 480, 486 and 488 are simply manually adjusted into the positions indicated in Fig. 4. The foregoing provide for ingress of a constantly increasing toplayer of gasoline through the gasoline fill line 464 and the opening 484 provided in the top of the tank 589A. Ejection of water continues until .the top layer of gasoline reaches the open mouth of the upturned lower portion 414 (of the stand pipe 412) Then, for a very brief period, a ,mixture of water and gasoline will enter the bottom of the lower segregator 5H1 until a sufiicient quantity of the latter causes the lower needle valve 528 to seat (as :hown in Fig. 4), thus cutting off further fluid flow through the lower outlet passage 522.

If I so desire, I may readily substitute in lieu of the automatic action of my' double acting segregaton'. the valve adjustment described two paragraphs above. Then dropping of the fioat element 490 to the dash-and-dash positioning of Fig. 4 automatically rotates the valves 488 and 486, degrees (counter-clockwise of the showing of Fig. 4) as well as effects a 90 degree rotation of the remaining valve 488 (as previously noted above) and further water-egress ceases.

Gasoline filled storage tank The valve resettings of the preceding paragraph (whether manual or automatic) accomplish two results; i. e., they provide for unobstructed egress of gasoline through the openingthe upper inlet passage 516, the float chamber 5l8 and the upper outlet passage 526 to the fuel delivery pipe 529v and they also provide for ingress of water fromjthe water pressure line 466 through the pressureregulator 482, the inverted stand pipe 412 (since the valve 480 is positioned to cut oil fluid ingress with respect to the upper portion of the pipe 412 and the lower inlet passage 462 of the lower segregator 5H1) to the un-.

derground storage tank 508A. Thereafter, continued delivery of gasoline from the discharge mechanism l4 of my Patent No. 2,120,266 will effect steady rising of the dot-and-dash level 19 shown in Fig. 4 until it ultimately attains the full line positioning of level la.

Having now fully described my invention what I claim as new and desire to secure by Letters Patent, is:

1. In a dispensing system in which liquids of different densities are dispensable by the dislacement of either liquid by the other comprising, in combination, a tank adapted to receive placement of either liquid by the other comprising, in combination, a plurality of tanks, each said liquids and having two outlets arranged at different elevations to enable the displacement of either liquid by the other, means forming a chamber having an inlet and an outlet disposed at one elevation and a further inlet and a further outlet disposed at a 'difierent elevation, each tank outlet being communicatively connected with a chamber inlet of like elevation, means between each chamber inlet and its connecting tank outlet for selectively controlling liquid flow, there.-'

through, and density responsive valve means in said chamber means for fluid egress t0 the displaced liquid.

2. In a dispensing system in which liquids of different densities are dispensable by the distank being adapted to receive said liquids and having two outlets arranged at diiierent elevationsto enable the displacement from said tanks of either liquid by the other, means forming a chamber having an inlet and an outlet disposed at one elevation and a further inlet and a further different densities are dispensable by the dis-,

placement of either liquid by the other comprisin in combination, a plurality oi! tanks, each tank being-adapted to receive said liquids and having two outlets arranged at difierent-elevations to enable the displacement from said tanks of either liquid by the other, means forming 'a chamber having an inlet and an outlet disposed at one elevation and a further inlet and a further' outlet disposed at adifferent elevation, all tank outlets of like elevation bein'g communicatively connected with a chamber inlet of'like elevation,

ically limiting fluid egress to the displaced liquid.-

4. In a power plant provided with a water recovery system, means utilizing the water recovered by said system for supplying fuel to said power plant comprising, in combination, one or more fuel tanks, each tank having an. inlet and two outlets, said outlets being arranged at different elevations to enable the displacement of fuel by water or vice versa, means for supplying water or gas to effect said displacements, means forming a chamber having an inlet and an outlet disposed -at one elevation and a iurther inlet and a -further outlet disposed at a different elevation, all tank outlets of like elevation being communicatively connected with a chamber inlet of like elevation,-means between each chamber inlet and. its connecting tankoutlets for selectively controlling liquid flow therethrough, and

density responsive valve means in said chamber means-operable to preventegress of either one of said liquids through its appropriate chamber outlet so long as the same constitutes the displacing. liquid.

DAVID SAMIRAN.

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